Angle cock



May 22, 1928.

M. KNAB ANGLE COCK Filed March 12, 1927 IN1/M1701?.

Patented May 22, 1928.

STATES PATENT emu-1f `Mex or :nQoxLYn New Yog'nx, essleim. To, THE, WESTlNGIQUSn A1B BLAISE Column, or. mman-DING, PEnNsXLVeNL-e, A conronerion or'` PENN- Nemi Geox.

Application led Marek l2, 13,27. Serial No..174,9115.

\ United States Patent to John Pz'Kelly, No.

lsgoaldated Jane 12, 1923.

The use of'br'ake'pipe angle cocks for railway air vbrake systeinsfis well known to those skilled in the art;k ltI is also recognized that the"`common type of ysuch cocks, consisting of a` single mandaily-operated` cone valve, is a potential'source of danger, as in case the handle of such 'an angle cook should be ac'- cidentally or'maliciously closedwhen on the ioadfit would be impossible to apply or control the brakes to the rear of the closed cock, and the 'consequent loss of braking cont`il"might`be the cause of serious accidents. `Safety angle cockshave for Itheir purpose .the prevention of snch accidents, this, inone form, being'faccompli'shed by maintaining a normally open hyp-pass around the key valve of sufficient capacity to"`pern1it the free flow of air in eitherdirection'to produce a normal operation of' the "air brake apparatus "even ifithe vangle cock is closed.

To illustrate, in the above mentioned patcntY for example, a` b'y-passvalve is provided which is open under norinal conditions and maintains communication between the portions of the'brake pipe separated' by the `closed key valve of the angle cock. This bypass valve, however, haslto be'atomatical-ly closed promptly Whenever tlie""bi `"ike the cap of theby-pas'sl valve and the outer face of the piston fis divldediby a'i'hollow cylindrical" steinintfo a"'central"and`a riplieral chamber, the eentralchamber being;r 1n constant communication with' at1nosph'ere, and the peripheral chamber being `connectedV fwith the l Acentral chamber-'and Ithrou-gli'it toy atmosphere-#onlyincase the bypaes Avalve is closed; 'Whentheby-pass yalve is open, thetwo chambersare ,sepa rated other, the peripheral einemT 'endanger the ber being sealed by the end of the hollow stemlwhich seats upon a-'gasket. i

` In the described operation of the by-pass valve illustrated in the said patent, communicationis always maintained between the above mentioned central chamber on the outer "face of-` the piston and atmosphere. is also set forth that the passage providing for Such communication'should be restricted soy as to Ainsure prompt seating `of the by'pass fv'al'vefiny case of uncoupling.v

Due to the exposed character and small capacity o'f the aforementioned passage, there is" danger ofits "stopping lup lfrom duet and dirt, or its cloggingby snow and ice,y especially in view` of the'Y locationj of` the valve, vandgsuch closing "of` the passage may proper operation of the 'bypass valve."V l

'In addition, during a great part of the time-whenever atar is not connectedto a charged brake pipe-the byu-pass valve will be closed, in whichcasecommunication exis'tsbetweeri the two chambers on the outside of the piston, thereby connecting the'p`e1'ipheral chamber in its turn with atmosphere and pernlllllgl CllllSt O1' Clllb to becponlgpdeposited on the gasket, which may prevent subsequent proper 'seating' ofmthc hollow stern andthcreby cause leakage of the brake pipe." p

My invention has for itsobject ya Safety angle cook of improved construction which shall` provide for'a'n opencommunication bylpassing'v the key valve underi'usual Aconditions of operation when an air hose with aecoinpaiiying` car is"coupled tothe angle cock 'but which communication is automatically closed upon uncoilpling'said `air hose or upon breaking thereof, which angle cock be'free from ther objection of'failure of operation by reason of closure, whether accidental or' malicious, of eiiposed parts.` A'furth'er ,object of the invention ia si1nplilication of construction and elimination of parte which add to the os'tand complex.- ity of 'angle cocks of prior c Afu'rther Objectis to take full advanf tage ofpressure `air of the brake pipefto` asf sure a quick closure ofthe commiinication ley-'passing' the key valve `in the event "that Stich passage should be closed.

pear in the development of the specification and drawings hereof, all as set forth in the appended claims.

In the accompanying drawings which form a part of this application, Flgure 1 1s a view, partly in plan and partly in section, showing an angle cock device embodying my improvement, both the by-pass valve and the key valve being shown in their closed position.

Fig. 2 is a section showing the by-pass alve of Fig. 1 in its open position.

Fig. 3 is a section showing the cap of the said valve with its disc cover in open position.

Fig. 4 is a| section showing;r the key valve ot Fig. 1 in its open position.

4leterrinpr to the figures, the angle cock body l is provided with a ground key valve 2, of the usual type, the handle 'for this valve being omitted from the drawing. The body 1 has on one ot its ends a threaded portion 3 to connect with the brake pipe of the locomotive or car to be equipped with the angle cock, and on its other end a portion t to connect with the hose coupling, which, in its turn, connects with the brake pipe hose of the next unit of the train.

On the opposite sides of the key valve 2 are chambers 5 and 6, the 'former being in direct communication with the brake pipe of the train unit equipped with the angle cock. the latter in communication with the coupling. A passage 7, provided in the key valve 2, maintains communication between chambers 5 and (i in the open position ot the manually actuated key valve, as shown in Fig. It.

The. parts discussed so tar are substantiallv the .same and have the same functions as those ot a. common type angle cock, and I will now proceed to describe the parts which form the special by-pass unit ot the form of my improved device hereinillustratcd.

A cylinder' 8, within which reciprocates a hollow piston 9` forms an integral part ot the body 1. It is in communication with the chamber 5 by means of a port 27, and with the chamber G by means ot a passageway QS. rl'he inside tace of' the piston 9 cooperates with a valve seat ltl formed at the outside end ot the port QT and constitutes the lwupass valve. A gasket ll. preferably of' soft n'iaterial, inserted in the bottom tace ot the. piston, provides tor air-tight sealing of the valve.

The outer end ot cylinder 8 is threaded and carries a cap 12. A compression spring 13, located inthe chamber 14 of the hollow piston 9, abuts against the outer tace of the piston and shoulders against the cap 1Q. The piston 9 is provided with a stem 15. the outei` end ot which is expanded and forms a sealingr valve 16. which cooperates with a seat .17, preferably of soft material.

valve and closes the sealing valve lt'.

A cover 18 having the shape of a disc and being preferably ol? rigid construction lits into a. recess 19 on the outside of the cap 12 and is provided with a shouldered stem Q2 reciprocally mounted in a recess 24 o t the cap and biased inwardly by a small suitably mounted compression spring Q() which normally maintains the cover in closed position, as shown in Fig. l. Air communication between chamber ilo-formed het wcen the cover tl and the cap 12--and recess 24, is maintained by way ot passages 2li, 26.

It should be noted that in its closed position the. cover 18 provides for a goed` mechani lal sealing ot the chamber 25 and of all the other parts of the by-pass unit in communication with this chaniber. However, while it is possible lo make this sealing air-tight, I prefer not to do so, and in the present deserilition will assume that cover 18 does not provide tor air-tight; sealing.

It the piston 9 is in the position indicated in Fig. 2, the luy-pass valve open and communication between chambers 5 and (i, via port 27 and passage 28, is established irrespectively ot the position of the key valve 2.

To make clear the operation of my device, I will consider a train where one, several or all the units thereof are equipped with in v improved angle cock. y I also assume that proper communication has been established in the brake pipe throughout the whole train. In such case all of the angle cockswith the exception of' the closing angrle cock at the rear end of the train-are manually opened, i. e. the key valve is brought into the position as shown in Fig. 4.

New` I will single ont on this train an angle cock ot my construction` which may be any one with the exception ot the elosini,r angle cock, this latter beiner considered separately later in this description.

As the angle cock is manually opened, communication is established between chambers 5 and 6, brake pipe pressure is exerted on the entire inside tace of the piston l), which causes it to move outwards against the pressure of the spring' 13. In the resultant position oi" the b v-pass valve. which is shown in Fig. 2 and which is the normal position for an angle cock connected to a. charged l 1ake pipe. thc piston is in its outside position. and thereby opens the b v-pass A chamber 29 is formed under the seat of the sealing valve. this chamber communicating with recess 24 and, via passages 26, QG. with chamber The sealingr valve beingr seated, chamber 14 is closed and sealed air-tight from atmosphere. Due to brake pipe leakage around the piston 9, back pressure will be established in chamber 1t, the function of which will be. explained in connection with the action ofthe valve on unconplinr. On account ill) ee A

fraaie of the differential "areas, upon which brake pipe pressure is eikerted, lthe resultant air pres sure, which maintainsthe piston in its outer position against the pressureof spring 13, is the 'productor the eiieetivearea of the seating valve andthe unit `brake pipe pressure, and unless the brake pipe pressure has dropped below a certain minimum value, as will be described later on, the ley-pass valve Will stay open and maiiltain comi'nunication between port 2T and passage 28 and thus afford a by-pass which is independent ol the key valve lIn this condition of the by-pass unit, t-he cover 18 maintains its cloged position, as the sealing valve 16 will prevent air except a ypossible small amount due to leakage around valve 16-from flowing into chamber 25 and `such small amount ot air will easily find its Way to atmosphere around the edge ofthe cover 18, `which, as above explained, is not seated air-tight.

Assume, now, that after the continuity of the brake pipe of the train has been established, and1 has been verified by yard or station test-,in accordance with established railroad practice, the key valve of the angle cock which I have singled "out, should be closed inadvertentlyA or maliciously. From the foregoing it is apparent that the position of the piston 9 Will not be alfected by the closingoi' the key valve 2, and thus brake pipe air may be properly handled through the by-pass valve to produce the normal should be understood that,wvith propcrpdimensioning of the by-pass unit, not only Will a service brake pipe reduction but also an emergency brake pipe reduction beV unobstructedly transmitted over the 'entire train line through the by-pass of my angle cock,

`irrespective of the location of the train unit equipped `with it. Proper operation of the air brake apparatus fvillalso be provided for if not only one but a number of my 'angle cocks have their key valves closed.

As previously outlined, the by-pass valve will be maintained in. its open position, .as long as the brakefpipc pressure on the dif- `fercntial area of the piston overcomes the pressure spring' 13. This will be the case until the brake pipe pressure is practically depleted, as will appear fromtlie following: Assume, 'lor Aexanjiple, that when the brake pipe pressure has been reduced te a pressure of from 15 to 25 pounds per square inch, depending on the dimensions of the bypass unit, the differential pressure on the piston will no more suiice tomaintain the piston, against the pressure of spring 12,3in its outermost position. Due to` the overhalancing of the springr pressure, the piston .will

now` be `moved inwards but Will instantaneously return to its outermost position-Without' even attaining its innermost position aaa aars Verleumdungditty-passerai;

due to the following action:

v4lits the brake pipe pressure is reducedto 'the above 'illustrative Value and the piston `starts `its inwardfmovement, ycl'ramber lllis L duction o' the brake pipe pressure and the rebuilding of back pressure in chamber `121 will cause va repetition ot',v the above described action and until the bra-ire pipe pressure has not been reduced beloiv a value of from, say,*'5 to `1"0`poiiii`ds per square inch, the exact value depending onv the dimensions of the luy-pass unit, the bypass valve Will stay open.

rl`he aptitude of 'the by-pass valve to stay open, until the brake pipehas been practically depleted, is of great importance lin the case `oi" an emergency brake application as 1t enables the by-passvalve to'remamopen until the emergency brake pipe reduction has been properly transmitted through the whole i `train line. operation of the Vair brake apparatus. lt'

As it is essential 'that the by-pass should be maintained closed lyvlien the angle cock is used -on the rear end the last unitof a traimspring 13 is 4so dimensioned as to hold theby-pass 'valve 'cio'sed against the t'ull brake pipe pressure acting on, the area of ralve seat 10. l

When it is desired to nncouple and sepafrate `the cars, the key valv s of the angle cocks are manually :closed "an," :the hose is uncoliplcd in the usual Way," Upon the sudden escape ot' the .aii""tron1"thel lose to atmosphere, the pressure on the inner iace or' the piston yE) is instantly reduced practicallyrto zero and the pressure on the outside of the piston, spring` and air, will cai-ry 'the piston to its inner position, thuszclosingthe.by-pass valve. Prompt Closing of 'the by-pass valve, ,in case of uncoiuliling, is essential to prevent the escape of air iirom the brale'pipe and a consequent undesiredy a'pplicalion of the brakes, and is greatly promoted "y the back pressure in chamber 1&1-, which builds up vin the normal open .position of vbypass valve, The capacity oi 'chan'iber @fl-'Which byjfl'eilrage around c"over18 is inconstantk communication with atmosphere-fis reduced to practically minimum, `While the capacity or chamber llinwhicjh the pressure builds up when thevbypasslvalvewis'open is practically' a mairiinum for given overall los xio

dimensions of the by-pass valve unit. This assures, in case of upcoupling, the desired instantaneous closing of the by-pass without unduly reducing the size of passages 2G, or equivalent air passage connecting chamber Q9 with chamber 25.

As can readily be seen, the cover 1S is normally maintained in its seated or closed position by the action of the spring`20. It will be closed if theangle cock is on a train unit not connected` to a charged brake pipe line, as in such condition, no air pressure existing, there will be no force to open it; and it will also be normally closed if the angle cock is in a charged brake pipe line, as in such condition, as has been described previously, the by-pass valve will be open and the sealing valve 1G closed, and any small amount of air, which may leak around valve 1G into chamber 25, will easily find its way to atmosphere around the periphery of the cover, such being the case, irrespective of whether the key valve 2 is open or closed.

Only in the rather infrequent cases of depletion of the brake pipe on account of the uncoupling of the car, parting of the hose, or complete bleeding down of the brake pipe line due to an unlimited service or emergency reduction, will suiiicient air pressure be established in chamber 25 to open the cover 18. Such opening of the cover, which is caused by the unseating of the sealing valve 16 and the sudden discharge of the pressure from chamber 14, will. in any case, be of very short duration. Consequently, the cover 18 fau be regarded as practically always closed and will afford ample protection for the inside of the by-pass valve unit against dust and dirt, and will thus prevent clogging of the passages or 'formation of objectionable deposits inside of the valve.

lVhile my improved lay-pass unit is substantially of a closed character, communication to atmosphere and automatic opening of cover 18, as may be required for proper operation of my device, are assured.

In an inactive condition of the angle cock, should the cover 1S be frozen in due to dirt, snow or ice. or otherwise, it will be dislodged and opened when the brake pipe line with which the angle cock is connected is charged. This (lislodging will be effected by the brake pipe pressure built up in chamber 25. due to its communication with chamber 111. and exerted against the cover 18. It should be understood that the. force thus exerted on the cover will be oi' conside 'able magnitude, as, for instance, for a cover area of 7 square inches (which corresponds to the actual dimensions of tested angle cocks embodying my invention) and a brake pipe pressure of 110 pounds per square inch, the force exerted on the cover will be 770 pounds.

The foregoing detailed description has been given for clearness of understanding and no undue limitation should he deduced therefrom but the ap ended claims should be construed as broadly as permissible in view of the prior art.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In an angle cock for air brake systems, including a brake pipe, the combination of a. key valve, a valve controlling a by-pass for the key valve, a piston for governing the valve, a passageway to atmosphere on one side of the piston, a valve for closing said passageway and a cover for the passageway.

Q. 1n an angle cock the combination of a manually operable key valve, a by-pass for the key valve, a piston to control said bypass, Aa passageway to atmosphere on one side of the pistou, a valve for closing said passageway and a cover for the passageway.

3. The combination with an air brake system of a by-pass unit for angle cocks, coinprising a sealing cover biased in its normally closed position and opened by pressure air from the brake pipe to discharge said pressure air in the operation of the unit.

1. The combination with an air brake tem of a by-pass unit for angle cocks comprising a by-pass valve and a chamber charged with brake pipe pressure air in the open position of said valve, a passageway to discharge the air from the chamber to atmosphere upon closure ol the by-pass valve, and a normally closed sealing cover for the l'iassageway which opens autoniatieally for the discharge of pressure air from the chainber. i

5. In an angle cock. the combination with a manually operated key valve ot a by-pass unit comprising a valve and a normally closed protecting cover, said cover being intermittently opened to discharge pressure air upon the opening of the valve.

6. In an angle cock, the combination of a manually operated key valve, a cylinder, a piston reciprocally mounted therein, a bypass valve operated by the movement of said pistou and. when in its open position, establishing a. by-pass around the key valve, a chamber on one lside of the pistou supplied with pressure air in the open position of the luy-pass valve. a passageway to connect said chamber with atu'iosljihere, and a normally sealed cover for the passageway. said cover being opened. ou closure of the lay-pass valve` to discharge pressure air from thc chamber to atmosphere.

7. The combination with a brake pipe of an angle cock comprising a manually operated key valve, a by-pass for said key valve normally open when the brake pipe is charged, a cylinder. a piston reciprocally mounted therein and adapted to control the by-pass, a spring which tends to move the piston into a position whereby it causes the by-passito close, a chamber on one side of the piston occupying substantially the Whole inside of the cylinder and normallycharged With pressure air, this air assisting the spring in its prompt movement of the piston to close the by-pass when the angle cock is disconnected from the brake pipe on the end opposite to the source of brake pipe pressure air.

S. The combination with a brake pipe of an angle cock comprising a by-pass valve open when the brake pipe is charged, a cylinder, a. piston reciprocally mounted therein and adapted to control the by-pass valve, a spring which tends to move the piston into a position whereby said valve is closed, a` chamber on one slde of the piston occupy-y` in, substantially the whole inside of the cy inder and normally charged with pressure air, said pressure airl assisting theV spring in its prompt `movement of the pis- -ton to close the by-pass valve when the `angle cock is disconnected from the brake pipe on the endl opposite to the source of brake pipe pressure.

9. In an'angle cock, the combination of a manually operable key valve, an automatically controlled by-pass around the 'key valve, a cylinder, a differential piston reciprocally mounted therein and adapted to control said lay-pass,v each end of the piston constituting a valve Which cooperates with a corresponding valve seat.

10. In a by-pass unit for an angle cock, the combination of a cylinder and a ditlerential piston reciprocally mounted therein, each end of the piston constituting a valve which cooperates with a corresponding valve seat, only one of the two valve-s being opened or closed at a time. y

11. An air valve unit including a chamber and a normally closed protecting cover for same, and a second chamber normally charged with pressure air and, intermittently connected with the first chamber to discharge said air through the momentary unseating of saidrcover.

12. In an air valve unit, the combination of a valve, a normally closed sealing cover t0 be opened momentarily upon actuation of the valve, and means to insure proper opening of the cover in the event of its freezing closed `in an inactive condition.

In testimony whereof I have hereunto signed my name. f

New York, N. Y., February 25, 1927. MAX KNAB. 

